Controlling mechanism for flying machines



Aug. 25, 19.25. 1,550,918

R. E. MlTTON CONTROLLING MECHANISM FOR FLYING MACHINES Original Filed Jan. 24, 1923 2 Sheets-Sheet 1 qrmwewwww Aug. '25. 1925.

R. s. MITTON CONTROLLING MECHANISM FOR FLYING MACHINES I 2 Sheets-Sheet 2 Original Filed Jan. 24

Patented Aug. 25, 1925.

ROBERT ELVYN MITTO'N, OF SALT LAKE CITY, UTAH.

CONTROLLING MECHANISM FOR FLYING .MACHINES.

Application filed January 24, 1923, Serial No. 614,628. Renewed April 8, 1925.

To all whom it may concern:

Be it known that 1, ROBERT ELVYN MIT- 'roN, a citizen of the United States, residing at Salt Lake City, in the county of Salt Lake and State of Utah, have invented certain new and useful Improvements in Oon trolling Mechanism for Flying Machines, of which "the following is a specification.

This invention relates to a certain new and useful improvement in controlling mechanism for flying machines, and it can also be used for the automatic control on submarine boats, which consists of the novel arrangements of parts to be hereinafter described and claimed.

One object of this invention is to provide a control which will automatically maintain the lateral and longitudinal stability of flying machines.

Another object of this invention is to provide a control which will instantly guide the flying machine in any direction, in a modified manner, but when desirable will make any corrections necessary to maintain stability unaided by the pilot.

Another object of this invention is to provide a control with which it would be difficult to place the flying machine far from its natural flying attitude, thus doing away with the hazardous stunts.

Other objects and advantages will appear in the following specifications.

Referring to the drawings, in which;

Figure 1 is a side view of an aeroplane body, showing the invention in place with the control wires attached thereto.

Fig. 2, is a front view of Fig. 1.

Fig. 3, is a side view of the invention showing the sleeve and crank shaft in section to show the means of locking the sleeve to the crank shaft.

Fig. 4, is a front view of Fig. 3.

Fig. 5, is a section on line 5 Fig. 3 above center line, showing the locking means for the rotary movement.

Fig. 6, is a section on line 6 Fig. 3, below center line, showing the locking means for the backward and forward movement.

Similar letters and numerals refer to like parts throughout the several views of the drawings.

A denotes the frame of the flying machine, B the plane, R the right aileron, L the left aileron, O the bottom of the frame, E the elevators, F the rudder, G the braces to which the invention is secured to the frame A, H the pilots seat, 1 the hand control wheel having a sleeve 2 secured thereto. Within the sleeve 2 is placed the crank shaft 3 having a crank 4 projecting therefrom.

Within the opening 9 of the crank shaft 3 are placed and operated the locking wedges 5 and 6. the wedge 5 having a hole running lengthwise through which passes the stem of the wedge 6. The inner end of wedge 5 is tapered and the outer end has a handle 7secured thereto. The wedge 6 is mounted on the shaft 8 the inner end thereof is tapered. The inner end of said shaft rests within the hole 9' within the crank shaft 3 and the outer end passes through the wedge 5 and has a handle 10 secured thereto.

The locking ball 11 resting upon the shaft 8 and in the hole 12 in the crank shaft 3 is moved partly out of the hole 12 and in to the longitudinal slot 13 of the sleeve 2 when the wedge 5 is moved inward, thus locking the sleeve 2 to the crank shaft 3 in such a manner that the pendulum will operate the mechanism to the right or left. The longitudinal slot 13 is covered to prevent the ball 11. being thrown out of said slot.

Another locking ball 14 is placed within the lateral slot 15 in the crank shaft 3 and rests on the plug 16 placed in the hole 17 of the sleeve 2. The projection 18 on the sleeve 2 has a recess therein that receives the plug 16 and a spring 19. The plug 16 and the spring 19 are held in the recess by the screw 20.

When the wedge 6 and the shaft 8 is moved inward and over the hole 15 it will push the locking ball 14 partly out of the hole 15 and into the lateral slot 17 in the sleeve 2, and at the same time the plug 16 is pushed out of the hole 17 to allow the looking ball 14 to enter said hole, in so doing the locking ball 14 will lock the sleeve 2 to the crank shaft 3 in such a manner that the pendulum will operate the mechanism backward or forward.

Formed on the bottom of the sleeve 2 is another lug 22 having a cap 23 secured thereto, said lug and cap having a recess therein, in which is placed a ball 24, said ball has a stem 25 projecting therefrom. When the ball 24 is placed within said recess it will move freely in any direction with the movement of the mechanism. Over the stem 25 of said ball is placed the upper end 27 of the control lever 26.

Passing through the control lever 26 is a pivot pin 28 which is journaled in the pivot bearing 29. Extending from each side of the pivot bearing 29 are shafts 30 which rest in and pass through bearings 31 secured to the side of the frame A. On the outer ends of the shaft 31 are secured lugs having horns 32 and 33 to which are attached the wires that operate the elevators E. On the lower end of the control lever are attached the wires that control the ailerons.

The mechanism is secured to the frame A by bearings 34 and 34 that are secured to the braces G. The sleeve 2 operates freely within said hearings, to the right, left, backward or forward.

On the end of the crank 4 is secured a socket having a removable cap 35. Into the socket is placed a ball 36 having a stem 37 projecting therefrom. When ball 36 is so placed it will move freely in any direction with the mechanism. Over the stem 37 is placed the upper end of the pendulum 38. Through the pendulum 38 passes a pin 39 the ends thereof rest in the swivel bearing 40. From the sides of the swivel bearing 40 project shafts the ends thereof rest in bearings 41 secured to the sides of the frame A.

Attached to the pendulum weight 42 is a dash pot 43 the lower end thereof being secured to the bottom of the frame by an eye bolt 44.

Fastened to the horn 32 are the wires 45 that raise the elevators. To the horn 33 are fastened the wires 46 that lower the elevators, attached to the lower end of the control lever 26 are the wires 47 and 48 that operate the ailerons in coaction with the balance wire 49 that connects the top king posts of the ailerons.

Having thus described the parts of my invention I will now illustrate the operation of same, by the pilot, or pendulum.

Banking, turning, ascending and descending, is accomplished in the following manner; turning the control wheel 1 to the right raises the pendulum 38 slightly to the left by means of the crank 4 located on the crank shaft 3 and moves control lever 26 operated from the ball and socket joint 24 attached to the sleeve 2 to the right thereby operating the control wire 47 to raise the right aileron and depress the left aileron, thus causing the aeroplane to bank or lean to the right.

Turning the control wheel 1 to the left raises the pendulum slightly to the right by means of the crank 4 on the crank shaft 3 and moves the control lever 26 to the left and operating the control wire 48-to raise the left aileron and depress the right aileron, thus causing the aeroplane to bank or lean to the left.

control lever is mounted on a lateral axis,

thereby operating the horns 33 attached to the ends of the pivot shaft in such a way as to draw on the wire 46 to depress the elevators which raises the tail and causes the aeroplane to decend.

Pulling control wheel 1 backward raises pendulum slightly to the front by means of the crank 4, moves control lever operated by connections attached to the sleeve 2 and turns pivot shaft 30 on which the control lever is mounted on a lateral axis, thereby operating horns 32 attached to the end of the pivot shaft in such a manner as to draw on the wire 45 to raise the elevators which depress the tail and causes the aeroplane to ascend.

lVhen the control wheel is pushed forward and turned to the right simultaneously it ac-.

complishes the results of the movement to the right and the movement forward, respectively, at the same time. That is it throws the pendulum to the left back corner, tips control lever by means of the attachment to the sleeve 2 forward and to the right, rocks the lower end of the control lever to the right, rocks elevator horns to depress the elevators, depressing left aileron and raising right aileron, thus causing the aeroplane to bank to the right nose down and descend in a spiral to the right.

Vhen the control wheel is pushed forward and turned to the left simultaneously it throws the pendulum to the right back corner, tips control lever by means of the attachment to the sleeve 2, rocks lower end of control lever to the left and rocks elevator horns forward thereby depressing the elevators, depressing right aileron and raising the left aileron, thus causing the aeroplane to bank to the left nose down and descend in a spiral to the left.

When the control wheel is pulled backward and turned to the right simultaneously it throws the pendulum to the left front corner, tips control lever by means of attachment to the sleeve 2, rocks lower end of control lever to the right and rocks elevator horns backward, thereby raising elevators, depressing left aileron and raising right aileron, thus causing aeroplane to bank to the right nose up and climb in a spiral to the right.

lVhen the control wheel is pulled backward and turned to the left simultaneously it throws the pendulum to the right front corner, tips control lever by means of attachment to the sleeve 2, rocks lower end of control lever to the left and rocks elevator horns backward thereby raising elevators, depressing right aileron raising left aileron thus causing the aeroplane to bank to the left nose up and climb in a spiral to the left.

It must be understood that the sleeve 2 and the crank shaft 3 are locked together in all automatic movements of the pendulum, and that the rudder operated by the feet by means of the rudder bar 61 is used in conjunction with any of the above described movements which include a turning move ment about a vertical axis.

Control; the automatic operation of parts to maintain ship in a level position.

After a study of the drawings of this in Vention it will be readily seen that since it is possible to operate the pendulum as well as the controlling surfaces whenever a movement is made by the hands with the control wheel, the pendulum can react these movements as far as the corrections of any disturbances of the balance of the aeroplane is concerned.

If an upward current of air should uneze pectedly raise the right wing out of a level position it will be seen that the pendulum actuated by the force of gravity will not move with the ship but will remain straight downward. The ship tipping to the left would then automatically operate its wheel to the right, since it is obvious that the pendulum would then be in a position to the left, and in so doing would operate its ailerons to return the machine to a level position, when all controls would be neutralized. It is stated above that the machine turns its own control wheel to the left under the aforesaid circumstances, this it does not literally do, but it accomplishes practically the same thing, because the ship turns about the longitudinal axis of the machine leaving the wheel stationary, thereby operating the control more effectively and exactly than if the wheel itself was turned to accomplish the same results. The operation of the ailerons by means of the wheel control is fully explained in the paragraphs on operation.

hen the ship tips to the right or opposite to the above all movements and corrections for same are exactly opposite or vice versa to the above.

Having disposed of the lateral oscillations of the aeroplane in flight in this manner,

I will now take the longitudinal disturbances. Thus if an upward current of air should strike the tail, of the machine it would throw its nose down or in a position to descend, which it would immediately do. In this case it would be that while the ship was tipping forward, it would leave the pendulum in exactly the same position as it would be in if the control wheel was pulled back when the machine was level, or in other words it would be hanging forward. The wheel would be automatically thrown back,

thus giving the proper correction, since this movement, as explained in the paragraphs on operation raises the elevators thereby depressing the tail to a level position, then all. parts are neutralized because the pendulum is then in dead center.

If the ship should strike a current of air that tips it backward or nose up the operation would be opposite from the above in every detail.

The single, lateral and longitudinal movements of the ship, taken separately have been described, I will give an explanation of the more complicated, combined, lateral and longitudinal movements and corrections.

If an upward current of air should simultaneously raise the right wing and tail out of a level position, the ship tipping to the left and forward, would then automatically operate its control wheel to the right and backward, since it is obvious that the pendulum would then be in a position to the left and forward, and in so doing would operate its ailerons and elevators to return the machine to a level position by means of the attachment to the sleeve 2 which tips the lower end of the control lever forward and to the ri ht, rocks elevator horns on the pivot shaft backward, thereby, raising the elevators deprei'sing the tail, depressing left aileron and raising right aileron causing the tail to be depressed, the right wing to be depressed and the left wing to be raised, thereby returning the machine to a level position, when all parts would then be in dead center.

If an upper current of air should simultaneously raise the left wing and tail out of a level position the control working through the principles explained above, would automatically turn the wheel to the left and backward thus depreisiug the right aileron and raising the left aileron and raising the elevators causing the machine to return to a level position.

If a current of air should simultaneously raise the right wing and depress the tail out of a level. position the control would automatically turn the control wheel to the right and forward, thus depressing the left aileron and raising the right aileron and de n'essing the elevators causing the machine to return to level position.

If a current of air should simultaneously raise the left wing and depress the tail out of level position the control would automatically turn the control wheel. to the left and forward, thus depressing the right aileron and raising the left aileron and depressing the elevators, causing the machine to return to level position.

Having thus described my invention what I claim and desire to secure by Letters Patent, is;

1. A controlling mechanism for flying machines, having elevators and ailerons, of the character described, comprising a control wheel, a control lever, a crank shaft and a pendulum, said control wheel having a sleeve projecting therefrom, said crank shaft supported by said sleeve, bearing means for securing said sleeve to the frame of the flying machine, said control lever operated by said sleeve, said crank shaft operated by said pendulum, means for supporting said control lever and pendulum, means on said control lever for operating said elevators and ailerons.

2. A controlling mechanism for flying machines having elevators and ailerons, of the character described, comprising a control wheel, a control lever, a crank shaft and a pendulum, said control wheel having a sleeve projecting therefrom, said sleeve sliding on said crank shaft, mounted therein, said crank shaft operated by said pendulum, locks within said shaft for locking said sleeve to said crank shaft, so the pendulum will operate said mechanism without the aid of the pilot, means in said shaft for unlocking said sleeve from said shaft so that the pilot can operate said mechanism without the aid of the pendulum.

3. A controlling mechanism for flying machines of the character described, comprising a control wheel, said control wheel having a sleeve projecting therefrom, said sleeve having a longitudinal and lateral slot therein, said longitudinal slot for receiving a locking ball, a crank shaft, said locking ball locking said sleeve to said crank shaft so that a pendulum can operate said mechanism to the right or left, said lateral slot receiving another locking ball for locking said sleeve to said shaft so the pendulum can operate said mechanism backward or forward, means within said shaft for locking said sleeve to said shaft and means for unlocking said sleeve from said shaft.

4:. A controlling mechanism of the character described, comprising a control wheel having a sleeve projecting therefrom, said projection having a recess therein and a laterally cut slot, a plug within said slot operated by a spring held within said slot by a cap screw, said spring for returning said plug into said slot when said plug has been pushed out of said lateral slot by the locking ball after the locking pin has been removed.

5. A controlling mechanism for flying machines of the character described comprising a control wheel, a crank shaft and a pendulum, said sleeve having a lug thereon, said lug having a cap secured thereto, said lug having a recess therein, a ball mounted in said recess, said ball has a stem projecting therefrom, a control lever, said stem sliding within the upper end of said control lever, a universal bearing for supporting said control lever, means operated by said control lever for operating the ailerons, and ele- *ators of said flying machine.

6. A controlling mechanism for flying machines of the character described, comprising a control wheel having a sleeve projecting therefrom, a crank shaft supported by said sleeve, a crank on the outer end of said crank shaft, a pendulum connected to said crank, said pendulum operating said mechanism, said pendulum being supported by a universal bearing, means for securing said universal bearing to said flying machine, a dash pot secured to the lower end of said pendulum and to the floor of the flying machine, said dash pot for taking up all unnecessary strain on said pendulum.

7. A. controlling mechanism for flying machines of the character described in combination with a control wheel, a pendulum and a crank shaft, said control wheel having a sleeve secured thereto, said crank shaft mounted within said sleeve, said pendulum connected to a crank on said shaft for operating said mechanism, said shaft having an opening therein, a wedge within said opening for locking said sleeve to said shaft laterally, another wedge passing through said wedge and in to said opening for locking said sleeve so that the mechanism can be moved backward or forward, by said pendulum, means for operating said locking wedges and means for securing said mechanism to the frame of the flying machine.

8. A controlling mechanism of the character described comprising a control Wheel and a pendulum for operating said mechanism, said control wheel having a sleeve projecting therefrom, a crank shaft attached to said pendulum, one end thereof having an opening therein, said opening end resting within said sleeve, locking balls and wedges mounted within said opening in said crank shaft, said sleeve and said crank shaft having slots therein for holding locking balls operated by said wedges for locking said sleeve to said crank shaft and means for operating said wedges Within said openin In witness whereof I aflix my signature.

ROBERT ELVYN MITTON. 

